WO2007114877A2 - Aeronef susceptible d'etre converti en vehicule terrestre equipe d'ailes repliables et de pare-chocs et eclairage integres - Google Patents
Aeronef susceptible d'etre converti en vehicule terrestre equipe d'ailes repliables et de pare-chocs et eclairage integres Download PDFInfo
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- WO2007114877A2 WO2007114877A2 PCT/US2007/000256 US2007000256W WO2007114877A2 WO 2007114877 A2 WO2007114877 A2 WO 2007114877A2 US 2007000256 W US2007000256 W US 2007000256W WO 2007114877 A2 WO2007114877 A2 WO 2007114877A2
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- vehicle
- aerodynamic
- driving
- flying
- wing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C37/00—Convertible aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F5/00—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media
- B60F5/02—Other convertible vehicles, i.e. vehicles capable of travelling in or on different media convertible into aircraft
Definitions
- the present invention relates generally to the field of roadable aircraft, and more particularly to a type of aircraft that can be converted into an automotive type vehicle capable of driving on the road, sometimes popularly referred to as a "flying car” or “flying-driving vehicle”.
- VTOL aircraft typically either have very short wings or no wings at all. The idea is that if one is tired of being stuck in traffic, one could push a button, take off straight up and fly over the traffic jam.
- VTOL aircraft are much more akin to helicopters than the 'hovercraft' envisioned as flying cars. As with helicopters, VTOL vehicles generate lift by either helicopter-like blades or ducted fans which force a large amount of air downwards. This downwash will generally kick up a lot of dirt and rocks. The debris would be thrown into the neighboring cars arid pedestrians thus making the idea of taking off in the middle of traffic infeasible. As a result, VTOL aircraft are generally restricted to taking off from a helipad or remote area away from persons and property.
- VTOL aircraft An example VTOL aircraft is described in U.S. Patent No. 5,115,996 (the "Mollar SkycarTM). This vehicle has four ducted fans located at each end of the vehicle that rotate to provide the necessary lift. Once airborne, the ducted fans rotate to provide the necessary forward thrust.
- VTOL aircraft while being able to takeoff and land like a helicopter, also inherit all the complexity, cost and disadvantages of helicopters. Because of the complexity, number of parts, and stability issues, VTOL aircraft are inherently complex and expensive to develop, build and maintain.
- Modular aircraft typically look like traditional aircraft when the vehicle is configured for flight. When configured for driving, the vehicle's wings (and usually the tail section) are removed from the aircraft. This creates two problems. First, the vehicle's operator must manually remove the wings for driving and reattach the wings for flight. Some vehicles allow for a single operator to perform the function, while others require multiple persons. Regardless of the design, many operators do not feel comfortable in their own skills to attach the wings safely to the aircraft. Also, when the wings and tail are removed, the question becomes one of what to do with them. If the wings are left at the airport, then the operator must return to that same airport in order to fly. This defeats the freedom of having a roadable aircraft. Some modular aircraft solve this problem by allowing the wings to be towed behind the vehicle. The '939 patent is an example of a modular aircraft where the wings and tail are towed behind the vehicle.
- Integrated aircraft keep the wings attached to the vehicle at all times. Typically the wings are folded, either mechanically or manually, alongside or in the body of the vehicle.
- An integrated vehicle with mechanically operated wings allows for the operator of the vehicle to convert from aircraft mode to automobile mode at the 'touch of a button'. This may add a considerable amount of practicality to the vehicle.
- the propeller is the most sensitive part of the aircraft to nicks and dents. Because of this, pilots are trained to run their hand over the propeller before each flight to check for damage. When driving down the road, rocks and other debris are often kicked up by traffic.
- the propeller is typically part of the structure that is removed in order to convert the vehicle into an automobile. Therefore, modular designs typically do not have to worry about the propeller when the vehicle is configured for driving. For integrated designs, the propeller is either removed, such as in U.S. Patent No.
- An aspect of an automobile that is not directly compatible with an aircraft is the fact that the back of an automobile is typically a blunt surface.
- the reason for this includes the need for a rear bumper, indicator lights (such as turn signals) and identification devices (such as license plates).
- Aircraft on the other hand, have sharp trailing edges to reduce the aerodynamic drag while in flight. Having a blunt surface, such as that on the back of an automobile, would produce a substantial amount of drag on the vehicle when in the air. This extra drag is at least inefficient and may be unacceptable.
- Modular designs with removable tail structures can hide the rear bumper and lights within the structure of the tail. However, integrated designs must deal with this problem.
- the prior art vehicles do not appear to address this issue. Either the vehicle has an automotive style aft end and takes the penalty in increased drag, or the vehicle has an aircraft aft end and does not address the need for bumpers or automotive lighting.
- One aspect of the invention described herein includes a vehicle capable of flying and driving throughout the extent of both the existing airport and airspace infrastructure and surface roads, including city streets and highways.
- the vehicle is designed for use by pilots and for operation with potential certification from the Federal Aviation Administration (FAA) as a Light Sport Airplane (LSA), and can feature at least one of an integrated design in which the two main wings can fold automatically at the pilot's command, a protected pusher- style propeller, integrated aerodynamic bumper surfaces on the canard and rear elevator, embedded lights and license plates, a vehicle-based RFID system to facilitate airport access, and combinations thereof.
- FAA Federal Aviation Administration
- LSA Light Sport Airplane
- On aspect of the invention includes a flying and driving vehicle.
- This vehicle can include a fuselage, and a main wing mounted to the fuselage and oriented substantially symmetrically about a central elongate axis of the vehicle.
- the main wing can be deployable between a folded configuration and an unfolded configuration, with a folding mechanism configured to deploy the main wing between the folded configuration and the unfolded configuration.
- the vehicle can further include a secondary wing located in front of the main wing and configured to provide horizontal stabilization of the vehicle when in flight, at least one first aerodynamic control surface configured to provide longitudinal stability and control primarily about a yaw axis of the vehicle when in flight, and a second aerodynamic control surface configured to provide stability and control primarily about a pitch axis of the vehicle when in flight.
- the vehicle can further include a plurality of wheels configured to support the vehicle when on the ground, wherein at least one of the plurality of wheels is located aft of a center of mass of the vehicle, and at least one of the plurality of wheels is located in front of the center of mass of the vehicle.
- the vehicle can also include a first propulsion mechanism configured to provide a means of moving the vehicle on the ground, wherein the first propulsion mechanism comprises a torque applied to at least one of the plurality of wheels, a second propulsion mechanism configured to provide a means for propelling the vehicle when in flight, wherein the second propulsion mechanism comprises a means of accelerating an airflow in a rearward direction, and a substantially horizontal surface located underneath the second propulsion mechanism to provide protection from road debris for the second propulsion mechanism when driving.
- a first propulsion mechanism configured to provide a means of moving the vehicle on the ground
- the first propulsion mechanism comprises a torque applied to at least one of the plurality of wheels
- a second propulsion mechanism configured to provide a means for propelling the vehicle when in flight
- the second propulsion mechanism comprises a means of accelerating an airflow in a rearward direction, and a substantially horizontal surface located underneath the second propulsion mechanism to provide protection from road debris for the second propulsion mechanism when driving.
- the main wing is oriented substantially vertically with respect to the ground when in the folded configuration.
- the main wing can include at least two folding sections on each side of the central elongate axis of the vehicle.
- the main wing can also include at least one aileron control surface to enable control of the vehicle primarily about a roll axis of the vehicle when in flight.
- the second aerodynamic control surface is located on the secondary wing.
- the second control surface can be adapted to produce a downward force on the vehicle when driving.
- the secondary wing is located at a front end of the fuselage. In one embodiment, the secondary wing can be adapted to provide front impact collision protection while the vehicle is on the ground.
- the horizontal surface can be an extension of the main wing.
- the second control surface can be located on the horizontal surface.
- the second control surface can be adapted to provide rear impact collision protection while the vehicle is on the ground.
- the second control surface can be adapted to produce a downward force on the vehicle when driving.
- the second aerodynamic control surface is adapted to provide at least one automotive indicator or identification element.
- the second control surface can be located on both the secondary wing and the horizontal surface.
- the second propulsion mechanism can include at least one propeller.
- the at least one propeller can be located at an aft portion of the fuselage.
- the second propulsion mechanism can include at least one jet engine, rocket, or other appropriate propulsion source.
- the vehicle can include at least one substantially vertical stabilizer mounted to the fuselage.
- the vehicle can include two substantially vertical stabilizers mounted to the fuselage on either side of the second propulsion mechanism. These stabilizers can be adapted to provide protection for the second propulsion mechanism from road debris during driving and reduce propulsive noise during flying.
- the at least one first aerodynamic control surface can be mounted to the at least one stabilizer.
- the first aerodynamic control surface can be adapted to provide at least one automotive indicator or identification element.
- One aspect of the invention can include an aerodynamic element for a flying and driving vehicle.
- This aerodynamic element can include an aerodynamic surface and at least one automotive indicator element.
- the at least one automotive indicator element can be embedded within the aerodynamic surface.
- an outer surface of the at least one automotive indicator element can be substantially flush with the aerodynamic surface of the aerodynamic element.
- the at least one automotive indicator element can include an identification element in addition to, or in place of, the illumination element.
- the identification element can include at least one of a license plate, a registration number, a name plate, and combinations thereof.
- the aerodynamic element can further include at least one pivot connection adapted to pivot the aerodynamic element relative to the vehicle when attached thereto.
- the pivot connection can be adapted to pivot the aerodynamic element between a configuration associated with a flight mode and a configuration associated with an automotive mode of the vehicle.
- One aspect of the invention can include an aerodynamic element for a flying and driving vehicle.
- This aerodynamic element can include an aerodynamic surface and an impact protection element.
- the impact protection element can be adapted to provide protection to the aerodynamic element during a low-speed impact.
- the aerodynamic surface can include at least one of a substantially horizontal lifting surface and a movable rear control surface.
- the aerodynamic element can be adapted to allow visual determination of an impact overload via structural deformity.
- the aerodynamic element can further include an internal structural support.
- the impact protection element can include an energy absorbing material coupled to the structural support.
- the aerodynamic element can further include a deformable covering over at least a portion of the structural support and the energy absorbing material.
- the deformable covering can be adapted to return to its original shape after being deformed by a low-speed impact.
- Another aspect of the invention can include an aerodynamic element for a flying and driving vehicle including an aerodynamic surface, at least one automotive indicator element, and an impact protection element, wherein the impact protection element is adapted to provide protection to the aerodynamic element during a low-speed impact.
- One aspect of the invention can include a radio frequency identification system for a flying and driving vehicle.
- This system can include a first radio frequency identification device associated with a flying and driving vehicle, and a second radio frequency identification device associated with an airport vehicle access zone, wherein the radio frequency identification devices are adapted to communicate identification information therebetween.
- Another aspect of the invention can include a method of allowing a flying and driving vehicle access to and egress from an airport having a vehicle access zone.
- the method can include the steps of communicating identification information between a radio frequency identification device associated with a flying and driving vehicle and a radio frequency identification device associated with the vehicle access zone, determining whether at least one of access and egress are permitted, and allowing passage of the vehicle through the vehicle access zone if permitted.
- the communicating step can include vehicle identification information.
- the identification information can include at least one of a name, an address, a nationality, a vehicle registration number, a pilot license number, an automobile license number, a membership number, a security code, a credit card number, and combinations thereof.
- the vehicle identification information is stored by the vehicle access zone radio frequency identification device.
- the method can further include the step of transmitting the vehicle identification information to a remote location.
- the method can further include the step of removing the vehicle radio frequency identification device from the vehicle.
- the vehicle radio frequency identification device can be adapted for use independently of the vehicle to permit personal access to and egress from the airport.
- the method can further include the step of inputting information into the vehicle radio frequency identification device.
- the input step can include use of at least one of a key pad, a touch sensitive pad, a mouse pad, a roller ball, a switch, a button, a dial, a wireless connection, and combinations thereof, hi one embodiment, the method can further include the step of at least one of activating and deactivating the vehicle radio frequency identification device.
- an owner or operator of the vehicle access zone could charge a fee for passage of vehicle through the vehicle access zone.
- FIG. 1 is a schematic perspective view of a flying and driving vehicle with wings extended in an aircraft mode, in accordance with one embodiment of the invention
- FIG. 2 is a schematic perspective view of the flying and driving vehicle of FIG. 1 in the middle of a wing folding operation;
- FIG. 3 is a schematic perspective view of the flying and driving vehicle of FIG. 1 with the wings folded up in a driving mode;
- FIG. 4 is a schematic plan view of the flying and driving vehicle of FIG. 1 in an aircraft mode;
- FIG. 5 is a schematic rear view of the flying and driving vehicle of FIG. 1 in a driving mode
- FIG. 6 is a schematic cross-sectional side view of a canard/bumper structure, in accordance with one embodiment of the invention.
- FIG. 7 is a schematic cross-sectional side view of the canard/bumper structure of
- FIG. 6 during a low speed impact
- FIG. 8 is a schematic cross-sectional side view of a rear elevator/bumper, in accordance with one embodiment of the invention.
- FIG. 9 is a schematic side view of a wing folding mechanism in an extended configuration, in accordance with one embodiment of the invention.
- FIG. 10 is a schematic side view of the wing folding mechanism of FIG. 9 in a folded configuration.
- FIG. 11 is a schematic perspective view of a flying and driving vehicle with a radio frequency identification system, in accordance with one embodiment of the invention.
- the commercial viability may be enhanced by the minimization of the number and complexity of mechanisms required to convert between a driving and flying mode, while at the same time, maintaining a design that will fly in a manner that will be familiar to most general aviation pilots, and drive in a manner that is familiar to most drivers.
- Another advantage of the present invention can include the ability to change between the driving and flying modes without the operator leaving the cockpit/driver's seat, in contrast to many vehicles in the prior art. No manual "bolting” or “unbolting” is required, simply a typical pre-flight inspection that pilots are already accustomed to performing on their aircraft.
- Another advantage of the present invention may be the protection of the propeller due to its location relative to aerodynamic surfaces.
- One embodiment of the invention can contain deformable aerodynamic surfaces as bumpers, thereby improving the practicality of the vehicle by reducing the sensitivity of the device to low-speed impacts and improving the aerodynamic efficiency while in the air. This improved durability will reduce the insurance costs to the owner, improving the practicality over any prior art.
- One embodiment of the invention can also include the integration of lights and/or license plates into the movable control surfaces on the trailing edges of the aerodynamic surfaces. Automotive lights and license plates are important for reasons of vehicle certification on the ground, but they are typically aerodynamically undesirable in the air due to their blunt trailing edge surfaces. By embedding the lights and license plates in the aircraft's control surfaces, the present invention can solve these aerodynamic issues in the air while adding the minimum possible mechanical complexity to the design.
- One embodiment of the invention can also include the use of radio -frequency identification (RFID) systems for easy and safe airport access, and monitoring thereof.
- RFID radio -frequency identification
- the vehicle contains a fuselage 10 for holding a pilot, a number of passengers and accompanying baggage.
- the fuselage may be large enough only for a pilot.
- the fuselage can hold any appropriate number of passengers, such as, but not limited to, one, two, three, or more passengers in addition to a pilot.
- the fuselage may be configured to hold a pilot and a co-pilot, with flight controls for each.
- the pitch control device 28 is a pitch trim tab.
- the pitch control device can also be used as the primary means of pitch control, also known as an elevator. Stability in yaw can be accomplished by two vertical stabilizers 14 (right) and 15 (left). In an alternative embodiment, only one vertical stabilizer is required. Yaw control can be accomplished by a rudder 42 located on each of the vertical stabilizers 14, 15. The vehicle can be propelled, while configured for flight, by a propeller 13. When configured for driving, the propeller 13 may be held stationary and the wheels can be driven from the same power plant.
- jet engines, rockets, or other appropriate means of propelling an aircraft may be used.
- a single power plant may be used to drive both the propeller, during flight, and the wheels, during driving.
- a switching mechanism may be used to switch a power plant from providing a rotational force to a propeller system to providing a torque to one or more wheels of the vehicle.
- This switching mechanism may be mechanical and or electrical, and may only be engaged when the vehicle is on the ground.
- the vehicle may or may not also have to be stationary for the switching mechanism to function.
- more than one power plant may be incorporated into the vehicle.
- an electrical propulsion means may by used to drive the vehicle when on the ground, while an internal combustion engine may be used to drive the propeller system when in the air.
- an internal combustion engine may be used to drive the propeller system when in the air.
- any appropriate power plant including an internal combustion engine, an electrical, a chemical, a nuclear, or other appropriate power generation system, or any other appropriate power plant may be used for either or both the air and the ground propulsion systems.
- FIG. 2 shows the vehicle in the middle of the process of folding or unfolding the main wings 11, 24.
- there are two wing folds an inner wing fold 19 around which the inner wing section 20 pivots, and an outer wing fold 21 which attaches the outer wing section 22 to the inner wing section 20.
- a greater or lesser number of folds may be used.
- FIG. 3 shows the vehicle configured for driving.
- the wings 11, 24 are folded along the sides of the fuselage 10.
- the combination of the folded-up wings 11, 24, the vertical stabilizers 14, 15, the horizontal stabilizer 63, and the elevator/bumper assembly 16, help to shield the propeller 13 from road debris. Since most aircraft of this size weigh considerably less than most automobiles of the same size, the vehicle may be more susceptible to gusts and bumps on the road.
- the pitch control device 28 located on the canard 12 can be deflected upwards so as to provide a road-hugging down-force while driving.
- the wings are folded such that at least a portion of the wing is held in a vertical, or substantially vertical orientation when folded.
- the wings may be folded to a less than vertical orientation, for example, within the range of 60- 90 degrees from the horizontal.
- the elevator 16 can also be deflected upward. This can accomplish two things. First, like the canard 12, it can produce a road-hugging down-force while driving. Second, it can act as the vehicle's rear bumper. This is shown in more detail in FIGS. 5 and 7.
- the front license plate is mounted behind a clear faring 25. In states where no front license plate is required, the faring 25 may be an opaque color matching the rest of the vehicle, with no license plate mounted therein.
- the four wheels 32 (front), 30 (back) are located far from the center of gravity of the vehicle so as to provide a smooth ride on the ground.
- the front wheels 32 can be connected to the fuselage 10 by a strut 27.
- a removable aerodynamic faring 26 may be placed over the front wheels 32.
- One embodiment of the invention may include a four- wheeled vehicle for on-road stability, although a three-wheeled vehicle, which could then be certified as a motorcycle, may also be used. In alternative embodiments, a greater or lesser number of wheels may be used. In this mode, the exterior dimensions of the vehicle, in one embodiment of the invention, fit inside a standard 1-car garage (for example, less than 8' x 8' x 20').
- FIG. 4 shows a top view of the vehicle. In this view it is possible to see the horizontal stabilizer 63.
- the horizontal stabilizer is essentially the center section of the main wing 24, 16. In an alternative embodiment, the horizontal stabilizer may be a separate element.
- the vertical stabilizers 14, 15 may be located on top of the horizontal stabilizer 63.
- the elevator / bumper assembly 16 may be located at the aft end of the horizontal stabilizer 63.
- FIG. 5 shows the vehicle from the back, while configured for driving.
- the rudders 42 may fold inward to display their outer surfaces. Embedded flush with the surface are the required automotive lights, the tail lights 34, the reverse lights 36, the turn signals 38, and the brake lights 40.
- any automotive indicator element such as any of the illumination or identification elements described herein, may be embedded with the surface. The surface of these elements may be placed flush with the surface of an aerodynamic element, be raised above the surface of the aerodynamic element, or be recessed below the surface of the aerodynamic element.
- the bumper/elevator 16 may fold up to display the license plate 43, or other identification element.
- FIG. 5 shows one embodiment of the illumination element arrangements, but any legal arrangement of lights or other illumination elements on the rudders 42, the elevator/bumper 16 or any rear facing surface is possible. Placing the lights on control surfaces allows the plane to have no blunt trailing edges while configured for flight, yet allows for the required surface area for the placements of lights that meet the automotive requirements.
- FIG. 6 shows one embodiment of a cross-section of the canard/bumper assembly, 12 including an impact protection element.
- the structure is a box-beam 45 with a foam-rubber or other molded elastomeric leading edge core 46.
- a bent aluminum sheet, or any other appropriate rigid material can be formed into a channel 47 and attached to the aft surface of the box-beam.
- Other materials may include, but are not limited to, a plastic, metal, wood, composite material, or other material with appropriate properties.
- a highly resilient thermoplastic sheet 48 is molded to the outer airfoil shape and mechanically fastened 49 to the channel 47.
- the mechanical fastening may include a glued, welded, screwed, riveted, or otherwise attached connection.
- FIG. 7 illustrates the impact characteristics of this structure, in one embodiment of the invention. This type of construction presents a clear advantage in terms of resiliency for low-speed impact on the ground.
- the impact protection element may be incorporated into any aerodynamic element of the flying and driving vehicle.
- the elevator/bumper 16 When configured to drive, the elevator/bumper 16 is pulled up to rest upon the support arm 60 which has a crushable cylinder 61 between it and the structural hard-stop 62.
- the cylinder may be designed to crush under high-speed impact loads thereby absorbing some of the impact impulse and giving the operator a clear indication that the vehicle has been hit hard and should be inspected.
- any other appropriate pivoting mechanism may be used to provide the pivoting motion for the aerodynamic element.
- FIG. 9 shows the detail of a wing folding mechanism in the extended wing configuration, in accordance with one embodiment of the invention.
- the folding motion may be driven by a single linear electric actuator 64 which is attached to the primary structural folding beam 65 of each wing.
- multiple actuators may be employed.
- one or more actuators may be electric, hydraulic, and/or mechanical.
- the actuator 64 moves vertically along a path 68 during folding and extension of the wings.
- the actuator 64 may be free to move along with the beams 65.
- a track, or other support mechanism may be used to support the movement of the actuator 64 during folding and extension of the wings.
- the primary structural folding beams 65 are pivoted about a central pivot point 69, thereby pulling in the inner wing section 20.
- An outer fold extension cable 66 may be attached at one end to the main spar in the fuselage 67 and at the other end to the outer wing 22 around the outer wing fold hinge 21.
- shear pins, or other appropriate locking mechanisms may be used to releasably lock the wings in a rigid extended configuration during flight.
- FIG. 10 shows a wing folding mechanism in the folded up configuration.
- the actuator 64 is contracted and the primary structural folding beam 65 is straightened to a horizontal position (as shown in FIG. 9)
- the inner wing section 20 is pushed down to its extended position and the fixed outer fold extension cable 66 effectively pulls up the outer wing section 22 to be in line with the inner wing section 20.
- a torque spring at the outer wing hinge 21 and permanent magnets near the wing tip and root may be used to hold the outer wing section up flush against the inner wing section.
- This or another embodiment of a folding wing mechanism can include a double fold, one at the wing root and the other roughly halfway along the length of the wing. Both folds can be driven by a single actuator located inside the root fold. This configuration allows the weight of the actuator to be supported by the heavier structure near the wing root, where there is more room for such an actuator.
- the mechanism also uniquely defines the relative position/orientation of the outer wing section with respect to the fuselage of the aircraft for a given position of the inner wing section. This kinematic arrangement precludes either premature unfolding of the outer section (which could cause it to travel too high) or delayed unfolding (which could cause the outer wing section to contact the ground). This invention is particularly useful for roadable aircraft which must fold their wings to fit inside of a garage or parking/storage space, but it also useful for aircraft stowed on board an aircraft carrier or in any similar environment where physical space is at a premium.
- a piston-style linear actuator at the root of the aircraft drives an arm connected to a shaft about which the inboard section of the wing rotates.
- This section of wing need not be rigidly affixed to the shaft. Rather, there are arched tracks in the wing section through which a bolt attached to the aforementioned arm is free to travel an angular distance of approximately 30 degrees. Once that bolt moves that distance, it starts lifting the inner wing section up into its final position (which may be approximately another 80 degrees of rotation in the one implementation). During the first approximately 30 degrees of travel, the shaft is rotating with respect to the inner wing section. It is this relative rotation of the shaft with respect to that section of wing which drives arms that unlock the shear pins that hold the wing rigid to itself and the fuselage during flight.
- the outer section of wing can be actuated by an arm that rotates within the inner section of the wing.
- the pivot point of this arm can be fixed to the inner section of the wing (off the axis of wing rotation).
- This arm can be driven by a geared face that meshes with an arm rigidly attached to the fuselage, and in one embodiment can be centered around the axis of wing rotation.
- the folding wing mechanism can optionally also include mechanisms for visual and/or tactile inspection of the wing locking pins through holes in the skin of the vehicle, which give pilots a higher level of confidence in the mechanism.
- One of the advantages of this design may be that it allows for a single linear actuator to lock, unlock, and fold both sections of wing without any other powered drive system - saving weight by reducing the number of actuators.
- the transformation from driving to aircraft mode may be accomplished electro-mechanically, or by other appropriate means, for example with push of a button inside the cockpit.
- several security interlocks may be imposed on this transformation such as, but not limited to, weight on wheels, stationary with respect to the ground, engine off, and security personal identification number (PIN) entry.
- PIN personal identification number
- the nearest airport could be located, either through traditional navigation techniques or through the use of a Global Position System (GPS) device in the cockpit. After landing at this airport and safely clearing the runway, the pilot could transform the vehicle back to driving mode — again, in one embodiment, with several security and safety interlocks — and drive off of the airport with secure and convenient access. Again, this could be facilitated by the use of an RFID system including an RFID device in the vehicle and another device, in communication with the vehicle's RFID device, associated with the airport.
- GPS Global Position System
- Alternative embodiments of the invention are also contemplated.
- fewer wheels such as two or three, or more wheels, such as six or eight, may be used, with or without stabilizing secondary side wheels or skids.
- Other embodiments may include the inclusion of a ballistic full- vehicle parachute, or use of an alternative propulsion device other than the propeller.
- Alternative propulsion devices could include a turbine engine either driving a shaft or providing jet propulsion in the air.
- a hybrid electrical propulsion system could also be employed, increasing efficiency of operation on the ground.
- Another possible embodiment may include two or more separate engines in the vehicle. One would drive the propeller in aircraft mode; the other would drive the wheels in drive mode.
- While one embodiment may contain a pitch trim tab 28 on the canard 12, and the elevator 16 on the horizontal stabilizer 63, another possible embodiment is to swap the function of the elevator 16 and the pitch trim tab 28. Thus the primary means of controlling pitch would be located on the canard 12. Finally another possible embodiment is to place flaps onto the main wing to increase lift at low flight speeds.
- a vehicle-based RFID system could be used for other airport operations as well, such as fee collection or gathering usage statistics.
- the vehicle could also be built with any other accessibility or security technology used in the airport infrastructure now or in the future, or the vehicle could be operated without the RFID airport access system in place.
- This vehicle design and components can incorporate a number of advantages over prior flying and driving vehicles.
- an integrated vehicle design may be preferable over all other dual-use vehicle configurations in that the vehicle is always both flight- and drive-ready; key components are not left at either a garage or airport location, or carried in a cumbersome trailer.
- the vehicle presented here When in driving mode, the vehicle presented here will fit within the confines of a standard house-hold garage (as defined as 8' x 8' x 20'). This presents a significant practical advantage over other dual-use vehicle concepts and traditional aircraft in that the owner does not have to pay to hangar the vehicle, can load their bags into the vehicle at home without having to transport them at the airport, and can park easily at their final destination.
- a larger vehicle may be used. This vehicle may, for example, be similar in size to a van or bus, and may therefore carry more passengers and/or freight.
- the propeller may be locked in place when on the ground. Locking the propeller in place so that it is stationary on the ground while driving the wheels for propulsion eliminates the potential hazard of back wash or spinning propeller blades that would otherwise exist on the ground in the road environment.
- One embodiment of the invention includes an integrated deformable bumper.
- a deformable bumper surface By integrating a deformable bumper surface into the leading-most and trailing-most edges of the vehicle, the road durability of the vehicle is significantly increased. These bumper surfaces can protect the vehicle against damage from low-speed impact on the ground without increasing the drag profile of the vehicle in flight.
- One embodiment of the invention can include integrated illumination and/or identification elements on one or more aerodynamic elements, and/or on the fuselage of the vehicle.
- the integration of the required tail, reverse, brake and turn signal lights into the rudder surfaces of the vehicle allow for practical readability without the sacrifice in flight performance typically incurred from previous, blunt trailing-edge implementations of these features.
- enclosing the front license plate in a flush faring and embedding the rear license plate in the underside of the elevator surface are additional ways in which required road functionality is integrated simply and effectively without aerodynamic penalty into the vehicle.
- One embodiment of the invention can include a radio frequency identification
- RFID RFID
- FIG. 11 An example RFID system is shown in FIG. 11.
- This RFID system can include a radio frequency identification device 44 associated with a flying and driving vehicle 70 and a radio frequency identification device 75 associated with an airport vehicle access zone 80, such as a gate in a perimeter fence. These devices can be adapted to communicate identification information therebetween 85, such that a vehicle 70 can be given access and egress to and from an airport automatically upon the communication of certain information between the devices.
- a flying and driving vehicle can be allowed access to and egress from an airport having a vehicle access zone, by communicating identification information between a radio frequency identification device associated with a flying and driving vehicle and a radio frequency identification device associated with the vehicle access zone.
- An analysis device associated with the airport RFID device can then determine whether at least one of access and egress of a given vehicle is permitted, and allow passage of the vehicle through the vehicle access zone if valid identification information has been communicated.
- vehicle and/or driver/pilot identification information can be communicated.
- the identification information can include at least one of a name, an address, a nationality, a vehicle registration number, a pilot license number, an automobile license number, a membership number, a security code, a credit card number, and combinations thereof.
- the vehicle identification information can be stored by the vehicle access zone radio frequency identification device.
- the vehicle identification information can also be transmitted to a remote location for analysis, storage, and/or security purposes.
- the information could be sent to the airport control tower, the Federal Aviation Administration, a security administration (such as the Department of Homeland Security), or other relevant authority.
- the RFID device can be removed from the vehicle.
- the vehicle radio frequency identification device is adapted for use independently of the vehicle to permit personal access to and egress from the airport. This can allow a user to carry the device for entry and egress from the airport by foot or other mode of transportation, and also allow the device to be placed in another vehicle.
- information can be inputted into the vehicle RFID device, for example through at least one of a key pad, a touch sensitive pad, a mouse pad, a roller ball, a switch, a button, a dial, a wireless connection, and combinations thereof, associated with the device.
- This can allow the device to include security locks and/or safety locks allowing the device to only be used by authorized users, or allow the device to be used by multiple users with different identification information.
- Another security and/or safety feature may include activating and deactivating the vehicle radio frequency identification device when not in use or in possession of the user.
- an owner or operator of the vehicle access zone could charge a fee for passage of vehicle through the vehicle access zone. This fee could be charged directly to an account associated with the identification information communicated, or be charged to an account associated with information inputted into the vehicle device at the time of entry (such as a credit card number).
- the RFID airport access system has the advantages of being able to integrate directly with the existing airport accesses security systems that are in place at many local airports already. Incorporating a more universal access system into the vehicle itself, the pilot has the freedom to travel between airports unannounced, as his travel plans and weather avoidance needs dictate.
- one embodiment of the invention has significant advantages in certification and commercialization due to the simplified certification process associated with the LSA rules and the broader market base of potential Sport Pilots, in addition to existing pilots.
- the roadable aircraft (as defined as a vehicle capable of flying and driving) presented in the various embodiments described herein embodies several unique features which make it more practical, more usable, and more commercially realizable that previous dual-use vehicles.
- the integrated configuration and simple, automated transformation mechanism make this vehicle safer and more convenient for pilots to use.
- the protected nature of the propeller can reduce the probability of damage to this critical component while on the road and reduces noise in the airport environment.
- the deformable aerodynamic bumpers can add basic road collision durability to the airframe without drag penalties in flight.
- the embedded lights and license plates can facilitate legal and safe road usage, also without extraneous complexity or performance penalties in flight.
- the RFID system can facilitate safe and convenient airport access.
- This vehicle has the potential to change the way in which pilots use their ability to fly.
- individual pilots use their skills primarily for fun and non-business travel, citing weather sensitivity, cost, door-to-door travel time and lack of mobility at their destination as their main reasons for not flying more often.
- This vehicle addresses all four of these barriers to flight simultaneously in the most complete, practical, and commercially viable implementation to date.
- the usage of this vehicle could significantly lower the incidence of one of the leading causes of general aviation accidents, ill- preparedness for inclement weather.
- the vehicles described herein demonstrate the capability to inspire growth in those communities.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
- Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
Abstract
Aéronef canard à ailes basses et à faible envergure, équipé d'une hélice propulsive protégée et conçu pour pouvoir être converti simplement en un véhicule terrestre, et vice versa, sans aucun effort mécanique de la part du pilote. L'aéronef peut comporter des pare-chocs aérodynamiques déformables, un éclairage de sécurité routière et des plaques d'immatriculation incorporés, une hélice protégée et un système d'accès à un aéroport de type RFID. L'aéronef peut être conçu en vue d'une homologation éventuelle par la Direction Générale de l'Aviation Américaine (FAA) en tant qu'aéronef léger de sport.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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CA002635699A CA2635699A1 (fr) | 2006-01-06 | 2007-01-05 | Aeronef susceptible d'etre converti en vehicule terrestre equipe d'ailes repliables et de pare-chocs et eclairage integres |
EP07748837A EP1973777A2 (fr) | 2006-01-06 | 2007-01-05 | Aeronef susceptible d'etre converti en vehicule terrestre equipe d'ailes repliables et de pare-chocs et eclairage integres |
Applications Claiming Priority (10)
Application Number | Priority Date | Filing Date | Title |
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US75672006P | 2006-01-06 | 2006-01-06 | |
US75672206P | 2006-01-06 | 2006-01-06 | |
US75672106P | 2006-01-06 | 2006-01-06 | |
US75671906P | 2006-01-06 | 2006-01-06 | |
US60/756,722 | 2006-01-06 | ||
US60/756,720 | 2006-01-06 | ||
US60/756,721 | 2006-01-06 | ||
US60/756,719 | 2006-01-06 | ||
US83255206P | 2006-07-21 | 2006-07-21 | |
US60/832,552 | 2006-07-21 |
Publications (2)
Publication Number | Publication Date |
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WO2007114877A2 true WO2007114877A2 (fr) | 2007-10-11 |
WO2007114877A3 WO2007114877A3 (fr) | 2008-05-29 |
Family
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PCT/US2007/000256 WO2007114877A2 (fr) | 2006-01-06 | 2007-01-05 | Aeronef susceptible d'etre converti en vehicule terrestre equipe d'ailes repliables et de pare-chocs et eclairage integres |
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US (1) | US7938358B2 (fr) |
EP (1) | EP1973777A2 (fr) |
CA (1) | CA2635699A1 (fr) |
WO (1) | WO2007114877A2 (fr) |
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EP3335916A1 (fr) | 2016-12-13 | 2018-06-20 | AeroMobil R&D, s. r. o. | Commande d'accélération pour un avion convertible en véhicule automobile |
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WO2018153734A1 (fr) | 2017-02-22 | 2018-08-30 | Aeromobil R&D, S. R. O. | Pliage d'ailes |
EP3366570A1 (fr) | 2017-02-22 | 2018-08-29 | AeroMobil R&D, s. r. o. | Dispositif de pliage d'aile |
WO2018192868A1 (fr) | 2017-04-18 | 2018-10-25 | Aeromobil R&D, S. R. O. | Système de suspension |
EP3392068A1 (fr) | 2017-04-18 | 2018-10-24 | AeroMobil R&D, s. r. o. | Système de suspension |
WO2018224327A1 (fr) | 2017-06-05 | 2018-12-13 | Aeromobil R&D, S. R. O. | Pliage d'ailes |
EP3412560A1 (fr) | 2017-06-05 | 2018-12-12 | AeroMobil R&D, s. r. o. | Pliage d'aile |
WO2018234104A1 (fr) | 2017-06-20 | 2018-12-27 | Aeromobil R&D, S. R. O. | Système de volet d'aile pour voiture volante |
EP3418184A1 (fr) | 2017-06-20 | 2018-12-26 | AeroMobil R&D, s. r. o. | Système de volet d'aile pour voiture volante |
Also Published As
Publication number | Publication date |
---|---|
EP1973777A2 (fr) | 2008-10-01 |
US7938358B2 (en) | 2011-05-10 |
CA2635699A1 (fr) | 2007-10-11 |
US20100230532A1 (en) | 2010-09-16 |
WO2007114877A3 (fr) | 2008-05-29 |
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